Rail joint



July. 19, 1927. Y 1,636,442

R. T. Scl-louis RAIL JOINT Filed oct. :51, 1925 y 2 sheets-sheet l Patented July 19t, 1927.

words, adevice` whichwill function-as per-l combinations of `devices illust-natedand de,-

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'This invention relates toiiniproyenients in l 4 railgoints.. i L. pleinenta tothepndervside.ofthe headltl.- The, object of the invent-ion is tolpro`duceg of the ra1l.- 'l'he,undersideaof the platefis a devicewvhllivvill join thel abutting ends, ofH proyided with, an two adJacent rails in a lirm; and` securer man-K. lnc'lined surfacel-l ner, hold the rails from Cleeplllg, Secure tht?. Surface Qfithrside device asa whole firmly to the.ties yupon raiLU 'lfhulskwhentlie which itis is laid, eliminate4 or,.reduce to a `towflrdsthe railwhen heingsecuredzthereto, negligible quantity all ,tendency `to rattle the. `vertical arm, 7 attheiplatehas a, wedge-. haveV no .complicated parts to get loutl 0f .likeacton to hold the plate firmly united to order, and bev durable in ,trackyeinfother .cpmiilementallt .the tor the rail.

Thelower arm 13,; i laterally; almest t0` tlievianer. tace.; 114, 4.ofv the fectlyas ispossible.` y i .i i

The .invention consists in'thedevices and,` Y A innerlk facie1 orshoulder 16 ot" they bent over 6.21,!" fig, A, j Egi l gli: ,1, ,l "fi The low-erwin ligefeaeh plate@ afpr-f. vided with an inwardly! extending scribed, and willbeniore particularly indicated in 'the claims appended hereto.v

Intheaccompanying drawings:

Figurel isI a side view of my railappliedto two rail ends and resting two ties. f 1 H Figure 2 is a plan view of the same. i

Figure 3 is an end view ehowingone rail in vertical section. y f

Referringto Figures 1, 2 andB, it will be seen that thc rails are indicated at A, `the ties at B, the plate on the ties at,C, tl1e Afish plate, angle bars at D and fastening bolts at E.

Thev plate-The rails `rest upon `the top surfaceV l, longitudinally of the` plateG,. which latter isshown as` of suiticient length so that'it will be supportedat itsitwo ends.' upon two ties in track.q rlhis rail bearing' surface is canibered, that is to say Lis l,convexly curved 'from end to end as clearly indicated by the dotted line 2 onFig. il., LThek crown ot' the caniber will preferablyI heat the median line ot" the plateA Cmwheregthe ends 3. .3, of adjacent'. rails meet interme diate the two ties.

The plate is provided on each ot' its longitudinal margins with an integral, upwardly directed iange 4, thus giving the plate a channel form in cross-section. lt is provided with spike holes indicated by dotted lines 5, Fig. 3.

At diagonally opposite corners of the plate, the flange 4 is cut vertically so as to torni a member 6 which' may be bent inwardly, towards the rail, as indicated inV Figs. 2 and 3, to form an abutting' shoulder for the angle plate bars D.

The angle tiara-The bars D are of less length Vthan the plate, and are L-shaped. The Vertical arm 7 is provided with a downjoint` i upon 0f ,the bar, D. and-.through spike theplae C,.anudint91theyte,s f a j: .v1.2

Fastening...meanavolts Er 19.11%.ferflllly` fourin number), Aentend from opposite,sides through suitable holes in' the angle. and the :railweb 419,'jand haveon endend af head2() and on, the,I other end nut 21, head. ,bears ,directlyfpn one ibar ,Dwh-,ile `a l suitable-spring Washer 22 on the bolt l, intermediate the Qth'erbarD and the nut 21, l holdsthe nut in position. i.j Y A Y ..v .i y

It ,will thusbelseenthat the' two rails. A, 1re firmly joined end; toi end,` byV and clamped between tlieangle Jbars D3, .thatthey rail' base flanges are held. firmly'pin position, byt.hehars.,D and @thespikesJS,y and. that holes 5 in one direction isV resistedivby, the `contact resisted. with@ Qtlileraslie'alslelf l also be noted that the wave motion of thel `rail being compensated for by the cainber or crowning of the rail bearing surface of the plate C, tendency to rattle is obviated.

In the use of mostv rail `ioints it is found that the rails are not properly kept in position; the wave motion oi' track produces a tendency to alternate up and down motion of the ends ot' the abutting rails and these en ds become battered and damaged so that use of my rail joint this objection is entirely overcome. This is duemainly to the fact that the heavy load strain at the rail ends does not come separately thereon and then on the plate. By reason of the fact that the ,up.viardli'aandY nvaarfllii Plate. flange .t and' the. end.' face allitsf the-V ar. .base ilanalQ.. 0f the f plate, is.. moved bodily.

eis

Athetendencyof the. rails tog-,shift Orcreep in thend .of-the Lrbai" Daseins@ @ne Slleulflefl f rail replacement becomes necessary. In the CFI rail base rests upon a high spot, i. e. on the crown of the cambered top surface of the plate,-the thrust is directed through the rails and the plate simultaneously.

Again, the tendency of the plate C to flex under train loads when the latter come upon the rails between ties, is counteracted and rendered negligible by the arched or truss formation of the plate C, which as shown in Fig. 1,V is the result of the camber. It may be equally the result of making the plate C thicker or heavier between its ends.

Modiicationsand changes in details will readily suggest themselves to those skilled in the art, without departing from the principle of my invention as embraced in the appended claims, but after extensive tests and use in track under daily service conditions, I

recommend as a preferred form of rail joint that illustrated and described herein.

I claim as my invention:

1. A rail joint comprising a channel plate of a length adapted to bear at its two ends upon adjacent ties, the rail bearing top sur face of the plate being cambered longitudinally, an apertured angle bar on each side of the web of the rail, bolts extending through said bars and the web of the rails to secure the ends of adjacent rails to said bars, and spike holes in the plate for securing the joint to the ties of the road bed.

2. A rail joint comprising a channel plate adapted to bear for an appreciable distance at both ends upon two adjacent ties, the rail bearing top surface of the plate being cambered longitudinally, angle bars on opposite sides of the web of the rail, each bar being adapted to bear under the head of the rail and upon the top of the rail base flange, bolts extending through said bars to secure the ends of adjacent rails to said bars, and means for preventing relative movement between the rails, bars and plate.

3. A rail joint comprising a channel plate of a length adapted to bear upon two adjacent ties, the rail bearing top surface of the plate being cambered longitudinally, an

anule bar on each side of the web of the rail, the lower member of the angle har being recessed at its outer margin, bolts eX- tending through said bars to secure the ends of adjacent rails thereto, and means for preventing relative movement between the rails, the bars and the plate, the plate being provided with spike holes which register with the angle bar marginal recesses.

4. A rail joint comprising a channel plate of a length to rest upon two ties, the rail bearing top surface of the plate being cambered longitudinally, a bar on each side of the web vof the rail, bolts extending through said bars to secure the'ends of adjacent rails tosaid bars, means for securing the rails, the bars and the plate to the ties of the road bed, and means on the plate coacting with the bars to prevent creeping of the rail lengthwise of the plate.

5. A rail joint comprising a channel plate of a length to rest upon two ties, the rail bearing top surface of the plate being cam bered longitudinally, a bar on each side of the web of the rail, bolts extending through said bars to secure the ends of adjacent rails to said bars, means for securing the rails, the bars and the plate to the ties of the road bed, and means on the plate coacting with the bars to prevent creeping of the rail lengthwise of the plate, said means comprising an inwardly directed shoulder on the plate for contact with one end `of the bars.

6. A rail joint comprising a channel plate of a length to rest upon two ties, the rail bearing top surface of the plate being cambered longitudinally, a bar on each side of the web of the rail, bolts extending through said bars to secure the ends of adjacent rails to said bars, means for securinur the rails, the bars and the plate to the ties o? the road bed, and means on the plate coacting with the bars to prevent creeping of the rail lengthwise of the plate, the end of the plate flange being cut and turned inwardly to form a shoulder for Contact with the end of an angle bar.

In testimony, that I claim the foregoing as my invention I affix my signature this 29th day of October, 1925.

RICHARD T. SCHOLES. 

